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Blown Coyote Bolt-Ons - Just Playin'Cold Air, High Octane, Pulleys, and Tuning Make 165 Extra Horses Look Easy From the February, 2013 issue of 5.0 Mustang & Super Fords By KJ Jones Photography by KJ Jones
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You can’t do anything but applaud Mustang enthusiasts who are game for making performance enhancements to their brand-spankin’-new Coyotes. Jay Tucker of JLT Performance immediately bolted long-tube headers, 72-lb/hr injectors, and a Roush 2.3-liter TVS on his 5.0, and welcomed us to a dyno session that debuted JLT’s cold-air-induction system on a Roush-blown ‘13. At this point, you'd have to be freshly awakened from a long, hard sleep to not be aware of the phenomenon that is Coyote mania. Yes, the '11-'13 V-8 Mustangs have been the talk of 'Stangland for nearly three years. We've done more than our due-diligence to stay at the front of the pack, when it comes to checking out the new hotness, and giving you the first look on these pages. Gotta Have It Green is everywhere... Gotta Have It Green is everywhere you look on Jay’s ’13 ‘Stang. We really dig the treatment the cam covers received. This report involves another exclusive in our Coyote coverage; an effort that started as a simple install/dyno test of JLT Performance's all-new, carbon-fiber CAI for Roush-supercharged '11-'13 Ponies (for Tech Inspection). It briskly evolved into a full-on tech feature story after an innocent suggestion to "play around" with different blower pulleys, air/fuel ratios, timing parameters, and Shell's wicked-new race gas. JLT's founding father, Jay Tucker, owns the Gotta Have It Green '13 GT we're working with on this one. The Pony was fitted with the aforementioned Roush 2.3-liter supercharger (that was on Jay's '12 Pony) mere days after Jay took delivery of the car, and showed only 900 miles on the odometer when we strapped it on the Dynojet chassis dyno at All Aspects Motorsports in Chesapeake, Virginia. So follow along with our impromptu and seriously fun experiment, which culminated with a total power gain that's true impressiveness was made clear by Roger Dean's innocent question: "How much horsepower did those original 5.0s make?" Check it out. Horse Sense: We love meeting Mustang enthusiasts, friends, and loyal 5.0&SF readers from all over the country. Your scribe's two-week, 1,200-mile romp between Pennsylvania and Virginia included a reunion (after almost 20 years) with Roger Dean, of Virgina Beach, Virginia. He's a longtime hot-rodding friend who tagged along during our visit with JLT and made the profound observation about the outcome of our experiment. His estimation speaks volumes about how cool some of the things we do with Mustangs and the dyno really are.  Jay’s longtime friend Brent...  Jay’s longtime friend Brent Hughes is the highly skilled, Virgina Beach-area tuner who handled the SCT calibration for this effort. After a series of baseline dyno runs, Brent made a small change to the Roush tune (increased timing from 15 degrees to 20 degrees), which unlocked a gang of power and torque and gave us an early indicator that gains were probably going to be phenomenal at the end of our test.  As pointed out by Roger dean,...  As pointed out by Roger dean, we essentially gained more power than the bone-stock first-gen, carbureted 5.0s (140-157 flywheel horsepower in '79-'82 engine) had, and not much less than the 175 horses of mid-'80s pushrod bullets that allowed.  The Roush supercharger’s airbox...  The Roush supercharger’s airbox is the first piece we exchanged. While Brent was the tuning specialist, Jay handled all of the parts swapping in this project, and the ‘Stang never had to leave the dyno.  Here is a comparative look...  Here is a comparative look at the Roush airbox versus JLT’s carbon-fiber Big Air intake (PN CFCAI-127-FMG-11; $469). The CAI actually is designed for all ’11-present ‘Stangs that are boosted by Ford Racing Performance Parts, Roush, or Whipple blowers, and features a mass air housing that’s incorporated directly into the tube.  Installing the JLT CAI is...  Installing the JLT CAI is a straightforward effort. As a one-piece unit, the 127mm intake’s interior is much smoother and does not have any of the increasing/decreasing diameter transitions created by silicone couplers, which upset the airflow. JLT has also increased the size of the tube’s opening (to 5 inches), as well the heat shield. Of course, increasing air volume so drastically requires tuning. For the dyno test, Brent used the same timing tables from the custom tune, then applied a MAF curve that he created for the JLT Big Air. With only 10 psi of boost (Roush 88mm pulley), the gains were crazy!  Once our JLT cold-air testing...  Once our JLT cold-air testing was completed, Jay suggested we experiment with a variety of VMP Tuning’s supercharger pulleys.  You know the old adage: “The...  You know the old adage: “The smaller the pulley, the bigger the boost.” Step 1 for this side of the test involved removing the 88mm Roush pulley (left) and replacing it with a 79mm piece, a process that takes all of 10 minutes to complete. While each pulley change was supported by Brent’s PCM upgrades, we experienced a fuel-pressure problem that actually was not associated with the pump or injectors…  …With plenty of fuel pump...  …With plenty of fuel pump and injector, we deduced that the low-pressure problem was actually caused by the ‘Stang’s tank literally being low on 93-octane fuel. The empty tank gave us a perfect opportunity to proceed using Shell’s new URT Advanced race gas. The URT Advanced is the latest in high-octane (116) unleaded fuels that actually performs as though it contains lead, and by doing so, provides great performance through its ability to protect engines against detonation under high-timing advance/high-boost. With the 79mm pulley and Brent working from the same custom 93-octane tune, timing was advanced to 23 degrees with the Shell fuel.  The second pulley swap was...  The second pulley swap was highlighted by a choice of 72mm (left) and a super-small, 69mm pulley, as we decided to go completely for the gusto and bypass VMP’s 74mm wheel altogether.  From smallest (left) to largest,...  From smallest (left) to largest, VMP Tuning’s Roush supercharger pulleys range in size from 69mm, 72mm, 74mm, and 79mm.  Based on the gains we saw...  Based on the gains we saw through the simple changes that were made on Jay’s ’13 Pony, optimism about reaching or going beyond the 700 rear-wheel-horsepower mark was high when Jay installed the tiny 69mm pulley. As expected, the small wheel works like gangbusters. However, despite removing a 90mm idler pulley and installing a 100mm pulley to hopefully maintain belt traction, belt slip—and its resultant boost loss—came on when engine speed went above 7,000 rpm and we found the ‘Stang’s stock fuel pump was at its limit. After several pulls in which the engine pulled really hard before falling off, we decided to revert back to the 72mm idler pulley.  Based on the gains we saw...  Based on the gains we saw through the simple changes that were made on Jay’s ’13 Pony, optimism about reaching or going beyond the 700 rear-wheel-horsepower mark was high when Jay installed the tiny 69mm pulley. As expected, the small wheel works like gangbusters. However, despite removing a 90mm idler pulley and installing a 100mm pulley to hopefully maintain belt traction, belt slip—and its resultant boost loss—came on when engine speed went above 7,000 rpm and we found the ‘Stang’s stock fuel pump was at its limit. After several pulls in which the engine pulled really hard before falling off, we decided to revert back to the 72mm idler pulley. The 72mm supercharger pulley still experienced slight slip above 7,000, so the 74mm pulley was ultimately called into service. It produced our final and highest rear-wheel horsepower/torque values without belt slippage. There’s no doubt that with a Boost-a-Pump and continued use of Shell’s URT Advanced fuel, the 69mm or 72mm wheels would have put Jay’s Pony in the 700-horsepower zone with no problem—even with slight belt slippage. 5.0
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Difference |
| RPM |
Power |
Torque |
| 4,000 |
101.99 |
133.92 |
| 4,100 |
104.56 |
133.94 |
| 4,200 |
107.11 |
133.93 |
| 4,300 |
110.36 |
134.80 |
| 4,400 |
113.02 |
134.91 |
| 4,500 |
116.09 |
135.48 |
| 4,600 |
119.54 |
136.47 |
| 4,700 |
122.68 |
137.10 |
| 4,800 |
125.40 |
137.21 |
| 4,900 |
128.96 |
138.22 |
| 5,000 |
132.50 |
139.18 |
| 5,100 |
135.73 |
139.77 |
| 5,200 |
139.19 |
140.57 |
| 5,300 |
142.87 |
141.57 |
| 5,400 |
146.49 |
142.48 |
| 5,500 |
150.18 |
143.41 |
| 5,600 |
152.97 |
143.47 |
| 5,700 |
155.73 |
143.49 |
| 5,800 |
158.67 |
143.67 |
| 5,900 |
161.14 |
143.45 |
| 6,000 |
162.68 |
142.41 |
| 6,100 |
163.79 |
141.03 |
| 6,200 |
164.63 |
139.46 |
| 6,300 |
164.77 |
137.37 |
| 6,400 |
165.03 |
135.44 |
| 6,500 |
163.67 |
132.26 |
| 6,600 |
163.25 |
129.91 |
| 6,700 |
162.31 |
127.24 |
| 6,800 |
162.92 |
125.83 |
| 6,900 |
164.10 |
124.60 |
| 7.00 |
n/a |
n/a |
| 7.10 |
n/a |
n/a |
| 7.20 |
n/a |
n/a |
| 7.30 |
n/a |
n/a |
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Roush |
SCT |
JLT |
79MM |
69MM |
74MM |
| RPM |
Power |
Torque |
Power |
Torque |
Power |
Torque |
Power |
Torque |
Power |
Torque |
Power |
Torque |
| 4,000 |
291.01 |
382.10 |
332.85 |
437.04 |
365.05 |
479.32 |
374.37 |
491.55 |
382.77 |
502.60 |
393.00 |
516.02 |
| 4,100 |
298.67 |
382.59 |
343.19 |
439.62 |
374.08 |
479.20 |
384.18 |
492.14 |
392.39 |
502.64 |
403.23 |
516.53 |
| 4,200 |
306.55 |
383.34 |
352.41 |
440.69 |
382.95 |
478.88 |
393.91 |
492.59 |
402.19 |
502.94 |
413.66 |
517.27 |
| 4,300 |
313.61 |
383.05 |
361.52 |
441.56 |
392.07 |
478.88 |
403.74 |
493.13 |
412.01 |
503.23 |
423.97 |
517.85 |
| 4,400 |
321.43 |
383.67 |
370.72 |
442.51 |
401.72 |
479.51 |
413.56 |
493.65 |
422.03 |
503.76 |
434.45 |
518.58 |
| 4,500 |
329.11 |
384.12 |
379.82 |
443.30 |
411.67 |
480.47 |
423.43 |
494.20 |
432.38 |
504.64 |
445.20 |
519.60 |
| 4,600 |
336.45 |
384.15 |
388.70 |
443.80 |
421.69 |
481.47 |
433.29 |
494.72 |
443.33 |
506.16 |
455.99 |
520.62 |
| 4,700 |
344.29 |
384.72 |
397.89 |
444.62 |
431.79 |
482.51 |
443.50 |
495.60 |
454.58 |
507.97 |
466.97 |
521.82 |
| 4,800 |
352.30 |
385.48 |
407.08 |
445.42 |
442.46 |
484.13 |
453.84 |
496.58 |
465.81 |
509.68 |
477.70 |
522.69 |
| 4,900 |
359.98 |
385.85 |
416.27 |
446.18 |
453.85 |
486.46 |
464.40 |
497.77 |
477.68 |
512.00 |
488.94 |
524.07 |
| 5,000 |
368.04 |
386.59 |
425.40 |
446.85 |
465.54 |
489.01 |
475.31 |
499.28 |
489.98 |
514.67 |
500.54 |
525.77 |
| 5,100 |
376.25 |
387.47 |
434.52 |
447.47 |
476.94 |
491.16 |
486.16 |
500.66 |
502.39 |
517.36 |
511.98 |
527.24 |
| 5,200 |
384.54 |
388.40 |
443.49 |
447.94 |
488.49 |
493.38 |
497.30 |
502.28 |
515.06 |
520.21 |
523.73 |
528.97 |
| 5,300 |
392.98 |
389.43 |
452.74 |
448.65 |
499.70 |
495.18 |
508.60 |
504.00 |
528.10 |
523.32 |
535.85 |
531.00 |
| 5,400 |
401.01 |
390.02 |
461.35 |
448.71 |
511.34 |
497.37 |
519.69 |
505.45 |
541.37 |
526.54 |
547.50 |
532.50 |
| 5,500 |
409.22 |
390.77 |
469.94 |
448.76 |
522.89 |
499.31 |
530.89 |
506.96 |
554.44 |
529.44 |
559.40 |
534.18 |
| 5,600 |
417.66 |
391.71 |
478.93 |
449.18 |
533.53 |
500.38 |
541.58 |
507.93 |
567.06 |
531.82 |
570.63 |
535.18 |
| 5,700 |
425.87 |
392.41 |
487.11 |
448.83 |
543.93 |
501.19 |
552.39 |
508.98 |
579.39 |
533.86 |
581.60 |
535.90 |
| 5,800 |
433.68 |
392.72 |
494.94 |
448.18 |
553.07 |
500.82 |
563.30 |
510.08 |
591.26 |
535.40 |
592.35 |
536.39 |
| 5,900 |
441.68 |
393.18 |
503.75 |
448.43 |
562.76 |
500.96 |
573.19 |
510.25 |
602.61 |
536.44 |
602.82 |
536.63 |
| 6,000 |
450.00 |
393.91 |
510.70 |
447.04 |
571.11 |
499.92 |
582.67 |
510.04 |
613.34 |
536.89 |
612.68 |
536.32 |
| 6,100 |
458.04 |
394.37 |
518.20 |
446.17 |
579.19 |
498.69 |
592.51 |
510.16 |
624.11 |
537.36 |
621.83 |
535.40 |
| 6,200 |
466.10 |
394.84 |
524.41 |
444.24 |
586.56 |
496.88 |
600.88 |
509.01 |
633.08 |
536.29 |
630.73 |
534.30 |
| 6,300 |
473.01 |
394.33 |
530.41 |
442.19 |
593.39 |
494.69 |
609.08 |
507.77 |
642.44 |
535.58 |
637.78 |
531.70 |
| 6,400 |
479.04 |
393.12 |
535.67 |
439.59 |
597.20 |
490.10 |
616.36 |
505.82 |
650.02 |
533.44 |
644.07 |
528.56 |
| 6,500 |
485.29 |
392.12 |
541.66 |
437.68 |
603.32 |
487.50 |
625.64 |
505.53 |
656.89 |
530.78 |
648.96 |
524.38 |
| 6,600 |
490.68 |
390.48 |
546.56 |
434.94 |
608.49 |
484.22 |
633.10 |
503.81 |
663.81 |
528.25 |
653.93 |
520.39 |
| 6,700 |
496.56 |
389.26 |
551.75 |
432.52 |
612.98 |
480.52 |
640.71 |
502.26 |
668.99 |
524.42 |
658.87 |
516.50 |
| 6,800 |
500.95 |
386.93 |
555.09 |
428.74 |
615.24 |
475.20 |
646.48 |
499.32 |
673.93 |
520.53 |
663.87 |
512.76 |
| 6,900 |
503.62 |
383.66 |
558.35 |
425.01 |
618.55 |
470.83 |
651.64 |
496.02 |
678.49 |
516.46 |
667.72 |
508.26 |
| 7.00 |
n/a |
n/a |
561.14 |
421.03 |
621.62 |
466.40 |
654.42 |
491.02 |
678.95 |
509.42 |
672.56 |
504.62 |
| 7.10 |
n/a |
n/a |
563.24 |
416.65 |
622.70 |
460.63 |
658.60 |
487.20 |
677.63 |
501.27 |
673.76 |
498.41 |
| 7.20 |
n/a |
n/a |
565.21 |
412.31 |
625.69 |
456.43 |
661.44 |
482.49 |
676.68 |
493.63 |
676.11 |
493.22 |
| 7.30 |
n/a |
n/a |
n/a |
n/a |
626.08 |
451.20 |
664.87 |
478.34 |
670.55 |
482.46 |
676.00 |
486.39 |
As the graph and chart show, the incremental and total amounts of horsepower and torque that were gained are epic This entire project was conducted on the Dynojet chassis dyno at All Aspects Motorsports in Chesapeake, Virginia, all in the course of a few hours. As the graph and chart show, the incremental and total amounts of horsepower and torque that were gained are epic. After simply experimenting with the most-basic, hop-up pieces that can be installed on a supercharged Coyote we gained big power. As pointed out by Roger Dean, we essentially gained more power than the bone-stock, first-gen, carbureted 5.0s (140-157 flywheel horsepower in ’79-’82 engines) had, and not much less than the 175 horses of mid-’80s pushrod bullets that followed. We’ve done more than our due diligence to stay at the front of the pack when it comes to checking out the new hotness and giving you the first look on these pages
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